Vehicle.



J. M. LANSDEN, JR.

VEHICLE. APPLIOATION FILED APR. 16, 1909.

4 SHBETS-SHEET 2.

Patented Oct. 13, 1914.

A 2.. 0 23 mh 132,1

J. M. LANSDEN, JR.

VEHICLE.

APPLICATION FILED APBHIG, 1909.

Patented 0@1;.13,1914.

4 SHEETS-SHEET 3,

J. M. LANSDEN, JR. VEHICLE.

I I APPLIOATION FILED APR. 16, 1909. 1,1 13,222.

4 SHBETSSHEET 4.

9210 J 1.3 g; \i\

Patented Oct. 13, 1914.

w Attorneys.

JOHN M. LANSDEN, JR, OF NEWARK,. NEW J ETR/SEY. I

VEHICLE.

Specification of Letters Patent.

Patented Oct. 13, 1914.

Application filed April 16, 1909. Serial No. 490,424.

To all whom it may concern Be it known that I, JOHN M. LANSDEN, J r., a citizen ofthe United States, residing in Newark, county of Essex, State of New Jersey, have invented a Vehicle, of which the following is a specification.

The object I have in view is the production of improvements in the runninggear of vehicles, by means of which the easy running qualities will be improved, and the comfort of passengers increased.

Another object lies in improving the counter shaft and its connections in motor vehicles.

These and further objects will appear from the embodiment of my invention set forth in the following specification and accompanying drawings considered together or separately.

I attain these objects by the mechanism illustrated in the accompanying drawings, in which:

Figure 1 is a plan view of a chassis of amotor vehicle embodying my invention. Fig. 2 is a section thereof on the line 2-2 of Fig. 1. Fig. 3 is a detail sectional view takenon the line 3-3 of Fig. 2. Fig. 4-. is a front elevation of the chassis. Fig. 5 is a perspective view of the spring hangers illustrated in the preceding figures. Fig. 5 is a detail sectional view taken on the line 55 of Fig. 5. Fig. 6 is a section view on the line 6-6 of Fig. 4. Fig. 7 is a plan view of a modified form of spring hanger. Fig. 8 is a front elevation of-the same. Fig. 9 is a sectional View on the line 9-9 of Fig. 7 Fig. 10 is an enlarged View, partly diagrammatic, of the spring connections for the steering axle, showing the springs expanded. Fig. 11 is a similar view showing the springs compressed. Fig. 12 is a partly diagrammatic view of the connections between the driving axle and the frame. Fig.

- the means in proper almement.

13 is a sectional View on the line 1313 of Fig. 12; and Figs. 14 and 15 are details of modified forms of distance rods.

In all views, like parts are designated by the same reference characters.

The first part of my invention relates to the supporting springs for the frame and to for holding the frame and axles This portion of my invention may be usedupon any kind of vehicle. Any equivalent form of, spring may be employed, but I prefer touse the spiral springs of the type illustrated. Sp}

upon the same pending ral springs have advantages of compactness, resiliency, economy and lightness over either full or semi-elliptic springs, but they have no lateral stability. Itis necessary, therefore, to use additional means to keep the frame and axle in alinement, which is not ordinarily necessary with elliptical springs.

In Figs. 1 and 2 I show the springs arranged in sets of four, and in Figs. 10 and 11 they are shown as arranged in sets of two. immaterial and forms no part of this invention. I will first describe the springs employed in connection with the steering axle.

Referring to Fig. 2, 1 is the frame and' 2 is the steering axle. The steering is accomplished by means of knuckles 3, which support the steering wheels 4: in the usual manner. The axle supports the front of the frame by means. of the springs 5. springs, as is shown, are vertical spiral springs. Their upper extremities enter cups 6 secured to the bottom part of the frame.

The lower ends of the springs enter cups 7 secured to a frame 8 on the axle. Such frame extends or depends below the plane of the axle, so that a longerspring can be employed than if the cups 7 were arranged plane as the axle. -The deframe 8 is secured to the axle by hangers 9, of which there may be a variety of forms. I will describe two different forms of these hangers further along in this specification. The hangers 9 secure the-depending frame 8 to the axle in a rigid manner. .The springs are shown as arranged in sets, each formed of a plurality of springs grouped in equal numbers on both front and rear sides of the axle. Where but two springs are employed in a set (as illustrated in FigflO), one is in front of the axle and the other is behind. lVhere four springs are employed in the set (see Fig. 2) they are.

grouped two behind and two in front. \Vhile it is not necessary that the springs be so equally grouped, yet this is desirable as it permits springs of equal size and resisting power to be employed, and balances the strains upon the depending frame 8.

For the purpose of equalizing the load upon the springs, both in front and behind the axle, and also to prevent the axle from twisting when subjected to stresses which These would have a tendency to so twist it, I em- 'pl0y an equalizing dev ce, as Iterm it. This prevents the twisting of the axle.

equalizing device, which I am about to describe, also serves as a means for maintaining the proper position of the axle, so that it is kept at right angles to the longitudinal center of the chassis, and at the same time does not move forward or backward in relation to the frame. These latter functions are important in connection with spiral springs which give no lateral support to the 3 frame nor impart lateral alinement to the axle. The equalizing device consists of the following parts: At or near each end of the axle is a rod 10 and below it a rod 11. These rods are each pivoted at one end to the axle or to a device carried by the axle and moving with it, and at the other end to the frame 1 or to a device secured to the frame 1. As shown more clearly in Fig. 10, the rods 10 and 11 are connected to the axle 2 through the intermediary of a bracket 12. This bracket is connected to the rods by means of pivots 13-13 so that the joint has a certain amount of free movement. The length of the bracket is such that the rods 10 and 11 are separated to a degree sufficient to efl'ectively resist strains, and thus prevent rotation of the axle 2, irrespective of the strains to which it is subjected. The other ends of the rods 10and 11 are pivoted to a bracket 14, said bracket dependingfrom the frame 1 (see Fig. The bracket 1 1 also serves as a support for the brake shaft 60, (see Fig. 3) which is journaled between the points ofconnection of the rods 10 and 11. The pivoted points of the rods 10. and 11 on the bracket 14 are preferably the same distance apart as those upon the bracket 12,

under all conditions.

14, form a means which prevents the turning of the axle 2 and also holds the depending frame 8 in a horizontal position. This insures equal compression of the springs on both front and back of the axle, and also By providing two sets of rods,-a set upon each end of the axle (as shown in Fig. 1)the axle is prevented from turning in relation to the longitudinal center of the chassis. The equalizing device, or devices, keeps the frame 8 horizontal and also keeps the steering knuckles vertical, which is essential.

This same arrangement maybe used in connection with a drivlng axle, 1f a live axle structure should be employed. 1 illustrate in this specification, however, an embodiment of the invention applied to a stationary driving axle, the wheels being driven through the agency of a counter shaft.

As shown in Fig. .10, the pivots at each.

This requires some modification in the details. In connection with the driving axle, it is not essential that the axle should be prevented from twisting, as it is in connection with the front axle. The driving axle illustrated is indicated by the character 15. The springs are connected to the same form of depending frame 8, and in the same manner as described in connection with the steering axle. The equalizing device, however,- which maintains the axle in a plane at right angles to the longitudinal center of the frame, and also confines the vertical movements of the axle in a definite plane is difierent from that described for use in connection with the steering axle. As already stated, the driving axle does not have to be prevented from twisting. It is free to twist or turn slightly and does not have the steering knuckles which have to be kept vertical, as is the case with thesteering axle. The equalizing device serves the purpose of a truss rod to keep the chain under proper tension, as it is essential that the distance between the driving axle and the counter shaft be uniform, irrespective of the compression and expansion of the springs. The details of the equalizing device, as applied to the driving axle, are illustrated in Figs. 12 and 13. The rods 1616 are arranged one above the other and are adapted to connect the driving axle 15 to the frame 1. As

they serve also as truss rods to resist the pull .of the chains, they must be coupled up in proper relation to the counter shaft 17. In

the arrangement shown the counter shaft is supported by a bracket '18, which is secured to the frame 1. One of the ends of each rod is connected to-a device 19, which surrounds the bracket 18, and is free, to turn thereon in response to vertical movements of the axle 15. The other extremity of each of the rods is connected to a frame 20, which is carried by the axle. I This frame 20 is shown in Fig. 12 as mounted upon a cylindrical portion of the axle and is free to turn thereon. The frame 20, as illustrated in Fig. 12, forms the support for the brake band 21, which e'xpands within the drum 22. This drum is attached to and turns with the driving wheel. As the driving axle moves up and down in relation to the frame,compressing and expanding the springs.the--distance between the counter shaft and-driving axle will remain constant, owing to the presence of' the equalizing devic.

For the purpose of varying the' distance between the counter shaft and the driving axle to adjust for stretch or wear of the chains, I provide an adjusting device which is best illustrated in Figs. 12 and 13. The device 19 is provided with a threaded stem 23. The ends of the rods 16-16 are connected to this threaded stem through the agency of a two part sleeve 24, which surrounds and encompasses a two part nut 25. This nut is made in two parts so that when the two parts of the sleeve 24 are drawn together in the manner which will be described, the parts of the not will be firmly jammed against the threaded stem, and the parts will be prevented from getting out of adjustment. The two part sleeve is connected to the ends of the rods 16-16 by bolts 26. These bolts serve the additional purpose of drawing the two parts of the sleeve together as already described. A look nut 27 is provided on the threaded stem 23, as a means of additional security.

The details of the depending frame 8'ma-y vary, as has already been stated.

As shown in -F1g. 5, the hangers 9 are v stamped out of sheet metal. .A center piece movement of the frame, I provide a distance[ pivoted to a depending bracket 36, carried is provided with depending fingers 28 which straddle the axle and pass through the frame 8. Additional fingers 2929 lead downward and outward and pass through openings in the depending frame 8, and are set up with nuts at the bottom. The depending frame in this situation may be a casting with the cups 7 formed integrally with it. The upper parts of the hangers 9rest upon the axle 2, and the space between the lower side of the axle and the upper side of the frame 8 and between the fingers 28 is filled with a block 8, preferably of wood. The block 8 is driven 1n betweenthe axle 2 and frame 8 and the depending fingers 28 of each hanger, so as to be securely held in-position and prevent relative movement of the axle and fication is clamped between the axle and. the

base piece 32 by" means of the bolts which secure the stampings-inplace on the axle.

This produces a cheap and effective support for the lowerend of the springs.

For the purpose of preventing sidewise bar 34, which is shown as lying parallel to the axles. One end of the distance bar is pivoted to an axle at 35, and the other end is by the frame 1. The connections between the distance bar 34 and the brackets 36 provide for a certain amount of universal movement and also provide a dampin device for restricting the free oscillation o? the frame.

Details of this structure are as follows: For

securing universal-movement, one end of the distance bar 34 .is bifurcated or forked at 37 and 15 provided with bolts 38 at the end of split fingers, two of said fingers bein the fork, these portions engaging with ashaft 39, such shaft passinthrough an opening in the bracket 36. T is shaft turn ing in the opening permits the distance bar 34 to pivot at this point and allows for up and down movement of the frame. The turning of the :bolts 38 inthe forkedend of the bar permits the bar to tar-non a vertical. pivot and allows for the longitudinal movements of the frame to as great an extent as11s permitted'by the equalizing device.

For the purpose of damping the movements of the springs, the-shaft 39 is provided with a flange 40, one face of which engages with a disk 41, which in turn is engaged-with a disk 41*, fixed to the bracket 36. The disk 41 may be made of leather or any other suitable material, which will not allow the shaft to turn too easily. The disk 41 is drawn against the flange 40 and disk 41 by means of a spring 42 which bears at its center against a nut 43 on the shaft 39, and at its free extremities against a washer 44, which engages against'the other side of the disk 41. By adjusting the nut 43, the tension of the spring 42 may be regulated and the de- I gree of damping the device efi'ected.

In Figs. 14 and 15 I- show a modified form of equalizing device 'for the driving axle which may be used when adjustment of the length of the device is not necessary. The device shown is provided with eyes 53 for encircling the bracket 18 and with eyes 54 for. the reception of a cylindrical portion of the axle 15.-- These devices are somewhat cheaper and lighter than those already described. r

In accordance with the provisions of the patent statutes, I have described the principle'of my invention, together with the apparatus which I now consider to represent the best embodiment thereof';"but I desire to. have it understood that the apparatus hanger, the said hanger having portions straddling the axle and connected to' the shown is merely illustrative and that the inframe, sp1ral springs carried by the frame, I

and a block between the axle and frame.

2. A spring supporting attachment for a vehicle axle,'which comprises a frame, spiral sprlngs carried by the frame, and alhanger,

P ed to straddle an axle, and a block etween the ends of the fingers and the frame.

3. In a vehicle, a spring supporting axle, and an attachment which comprises a frame, spiral springs carried by the frame, an a hanger, said hanger comprising a plura ity the said hanger comprising a pluralitv a a of split fingers, two of said fingers being adapted to straddle the axle, a block between the fingers adapted to separate the i-rame and axle, and means 0J1 the fingers for drawing the frame toward the axle.

4. In a vehicle, a frame, and an axle, springs connecting the axle and frame and an alining device which includes two parallel rods pivoted to the axle and to the frame, and a bracket, the said bracket carrying a bearing and connections for the parallel rods.

5. A vehicle having a frame and an axle,

spiral springs interposed between the frame and axle, a bracket carried by the frame, a bracket carried by the axle, and unyielding,

parallel alining rods pivoted to the brackets,

JOHN M. LANSDEN, JR.

Witnesses:

G. S. FREEMAN, BERNARD A. KELLY. 

